FOOTNOTES:

Plate LIV.IN THE BOILER SHOP.Larger image

Plate LIV.

IN THE BOILER SHOP.

Larger image

The machine tools fitted in the boiler works are all of a very powerful character; but only a few of theseneed here be referred to. There is a 13-ft. gap hydraulic plate-bending machine, which is entirely automatic in its action, and can be set to any radius to bend plates up to 2 in. thick when cold. The flanging for the front and back plates of boilers is done in an hydraulic machine, exerting a pressure of over 160 tons. This machine has four rams, two of which act downwards, one upwards, and the other horizontally. It is served by a special hydraulic jib-crane, capable of lifting the heaviest plates. There are also plate-edge planers and triple boring mills of corresponding power, while the vertical rolls take in plates up to 10-ft. wide.

For the riveting of the boilers there is a 13-ft. gap hydraulic riveting machine, capable of exerting a load on each rivet of 200 tons. The weight of this riveting machine alone is about 60 tons, and it is served by an independent hydraulic jib-crane. All the valves in connection with the crane and riveter are led to a common platform, so that one man is able to manipulate the whole of the work.

There is also a large installation of special plant for the manufacture of water-tube boilers, but it is scarcely necessary to describe this in detail.

A large part of the boiler work, especially for warships, is galvanised, and a special department has been organised for this purpose. The tubes, in the first place, are thoroughly cleaned, then placed in a zinc bath, and coated by electrolysis to the desired extent; the object being to expose defects, as well as to protect the tubes from corrosion during manufacture. The amount of work done is, perhaps, the best indication of the equipment of this department, as well as of the water-tube department; and this will be realised when it is stated that over 24,000 tubes are required for the boilers of one cruiser, and that six months suffices for their construction.

It would be possible to give other indications of the splendid equipment of the Works, but enough has been said to show that there is directed towards the realisation of the best work in all departments—firstly, the advantages of accumulated experience, carefully collated throughout two hundred years; secondly, the benefits which the psychologists claim for hereditary influence—applicable here not only through the proprietors, but also through many of the workmen; and, thirdly, a sound progressive spirit, which recognises the necessity for continual improvement in administration and design, and in machine tools and methods of manufacture.

PRINTED AT THE BEDFORD PRESS, 20 AND 21, BEDFORDBURY, STRAND, LONDON, W.C.

FOOTNOTES:[1]This date is incorrectly given as 1904 at the end of the third paragraph on page 66.[2]Campbell's "Historical Sketches of the Town and Harbour of Greenock," vol. i., page 18.[3]Sir Nathaniel Barnaby's "Naval Development in the Century," page 23.[4]Brown's "Early Annals of Greenock," page 136[5]Williamson's "Memorials of James Watt," 1856.[6]"The Gazetteer of Scotland," 1842, vol. i., page 709.[7]"Journals of the House of Commons," 1792, page 357.[8]Holmes' "Ancient and Modern Ships," page 152.[9]Williamson's "Old Greenock," page 148.[10]Campbell's "Historical Sketches of the Town and Harbour of Greenock," page 68.[11]The following figures are taken for 1701 from "Chambers' Estimates," pages 68, 69, and 90; for 1793 from Lindsay's "History of Merchant Shipping"; for 1803 from "Porter's Progress of the Nation," page 626; and for 1901 from the "Statistical Abstract for the United Kingdom."1701.1793.1803.1901.Number of ships3,28116,07920,89320,258Tonnage261,2221,540,1452,167,86315,357,052Seamen27,196118,286—247,973The Scottish fleet, which is not included for 1701 and 1793, was much smaller, alike in the size of units and aggregate tonnage.[12]Holmes's "Ancient and Modern Ships," page 130.[13]Weir's "History of Greenock."[14]Brown's "Early Annals of Greenock," page 138.[15]Murray's "Shipbuilding in Iron and Wood," page 60.[16]Lindsay's "Merchant Shipping," vol. iii, page 294.[17]Woodcroft's "Steam Navigation," page 20, etc.[18]Woodcroft's "Steam Navigation," page 54.[19]Deas' "Treatise on the Improvements and Progress of Trade on the River Clyde" (1873), page 24.[20]Muirhead's "Life of Watt," pages 428 and 429.[21]Williamson's "Clyde Passenger Steamers," pages 348 to 351.[22]James Napier's "Life of Robert Napier," page 21.[23]This was the second of the name—a favourite one after the Duke of Wellington's great victory, and gave rise to the following poetic effusion:—And now amid the reign of peace,Art's guiding stream we ply;That makes our wheels, like whirling reels,O'er yielding water fly.As our heroes drove their foes that stroveAgainst the bonnets blue;On every side the waves divideBefore theWaterloo.—Millar's "Clyde from Source to Sea," page 179.[24]Millar in "Lecture on Naval Architecture and Marine Engineering at Glasgow Exhibition, 1880-81," page 138.[25]"Greenock Advertiser," August 6th, 1819.[26]"Steamboat Companion" for 1820.[27]Millar, "On the Rise and Progress of Steam Navigation." Lectures at the Glasgow Exhibition (1880-81), page 138.[28]Hodder's "Life of Sir George Burns, Bart.," page 161.[29]Williamson's "Clyde Passenger Steamers," page 32.[30]Lindsay's "History of Merchant Shipping," vol. iii., pages 78 to 80.[31]Weir's "History of Greenock," page 89.[32]Williamson's "Memorials of James Watt" (1856) page 228.[33]"Greenock Advertiser," July 5th, 1839.[34]"Greenock Advertiser," February 5th and May 25th, 1835.[35]Fincham's "History of Naval Architecture," page 294.[36]Sir Thomas Sutherland, in the "Pocket Book of the P. and O. Company" (1890), page 15.[37]Fincham's "History of Naval Architecture," page 235.[38]Sir John Ross's "Steam Communication to India by the Cape of Good Hope" (1838), page 31.[39]"Greenock Advertiser," January 22nd, 1839.[40]Fincham's "History of Naval Architecture," pages 320 and 321.[41]Lindsay's "Merchant Shipping," vol. iv., page 86.[A]It is difficult to determine in all cases the basis on which horse-power was computed. The figures given represent nominal horse-power, and in Sennett and Oram's "Marine Steam Engine" (page 3), the indicated horse-power is, for this early period, recorded as 1.8 times the nominal horse-power.[42]"Practical Mechanic's Journal," vol. i., 1853.[43]The number of steam vessels belonging to the United Kingdom in 1849 was only 1142, of 158,729 tons; Sweden, which was second among the nations of the world, had only about one-tenth of this tonnage.—Porter's "Progress of the Nation," page 626.[44]Holmes' "Marine Engineering," page 74.[45]Rankine's "Steam Engine," page 502.[46]"Transactions of the Institution of Naval Architects," vol. xxviii., page 141; and vol. xxx., page 278.[47]Lindsay's "Merchant Shipping," vol. iv., page 434.[48]"Proceedings of the Institution of Naval Architects," vol. xi., page 152.[49]Lindsay's "Merchant Shipping," vol. iv., page 435.[50]Pollock's "Modern Shipbuilding, and the Men Engaged in it," page 199.[51]"Proceedings of the Institution of Mechanical Engineers" (1901), page 608.[52]Charnock's "History of Marine Architecture," vol. iii., page 245.[53]The "Greenock Telegraph," May 4th, 1849.[54]Sir Nathaniel Barnaby's "Naval Development of the Century," page 140.[55]Sennett and Oram's "Marine Steam Engine," page 3.[56]Fincham's "History of Marine Construction," page 332.[57]Ibid., page 344.[58]Sir Nathaniel Barnaby's "Naval Development of the Nineteenth Century," page 113.[59]Sennett and Oram's "Marine Steam Engine," page 10.[60]"Proceedings of the Institution of Naval Architects," vol. xxx., page 278.[61]"Proceedings of the Institution of Naval Architects," vol. xxx., page 287.[A]Battleship,Barfleur.[B]Battleship,Canopus.[C]Armoured Cruiser.[62]"Encyclopædia Britannica" (1898 edition), vol. xi., page 288.[63]"Engineering," vol. lxxix., page 577, May 5th, 1905.[64]See "Proceedings of the Institution of Civil Engineers" (1899), vol. cxxxviii., part 3.[65]"The Engineer," vol. xcviii., page 15.[66]"Engineering," vol. lxxx., page 415.[67]"Engineering," vol. lxxx., page 420.[68]FromLloyds' Registerwe classify, according to speed, the numbers of British and Foreign, and of Oversea and Channel, Steamers, of over 16 knots.Speed.British.Foreign.Oversea.Channel.Over 20 knots4226175119 to 20 knots231172718 " 19 "3814153717 " 18 "5349673516 " 17 "70567749226156183199[69]For further references to the rate of construction, seeEngineering, vol. lx., page 813, where it is noted that ten vessels, aggregating 26,000 tons, were built for the China Navigation Company in nine months.[70]See page 22,ante.[71]SeeEngineering, vol. lxxx., page 418.

[1]This date is incorrectly given as 1904 at the end of the third paragraph on page 66.

[2]Campbell's "Historical Sketches of the Town and Harbour of Greenock," vol. i., page 18.

[3]Sir Nathaniel Barnaby's "Naval Development in the Century," page 23.

[4]Brown's "Early Annals of Greenock," page 136

[5]Williamson's "Memorials of James Watt," 1856.

[6]"The Gazetteer of Scotland," 1842, vol. i., page 709.

[7]"Journals of the House of Commons," 1792, page 357.

[8]Holmes' "Ancient and Modern Ships," page 152.

[9]Williamson's "Old Greenock," page 148.

[10]Campbell's "Historical Sketches of the Town and Harbour of Greenock," page 68.

[11]The following figures are taken for 1701 from "Chambers' Estimates," pages 68, 69, and 90; for 1793 from Lindsay's "History of Merchant Shipping"; for 1803 from "Porter's Progress of the Nation," page 626; and for 1901 from the "Statistical Abstract for the United Kingdom."1701.1793.1803.1901.Number of ships3,28116,07920,89320,258Tonnage261,2221,540,1452,167,86315,357,052Seamen27,196118,286—247,973The Scottish fleet, which is not included for 1701 and 1793, was much smaller, alike in the size of units and aggregate tonnage.

The Scottish fleet, which is not included for 1701 and 1793, was much smaller, alike in the size of units and aggregate tonnage.

[12]Holmes's "Ancient and Modern Ships," page 130.

[13]Weir's "History of Greenock."

[14]Brown's "Early Annals of Greenock," page 138.

[15]Murray's "Shipbuilding in Iron and Wood," page 60.

[16]Lindsay's "Merchant Shipping," vol. iii, page 294.

[17]Woodcroft's "Steam Navigation," page 20, etc.

[18]Woodcroft's "Steam Navigation," page 54.

[19]Deas' "Treatise on the Improvements and Progress of Trade on the River Clyde" (1873), page 24.

[20]Muirhead's "Life of Watt," pages 428 and 429.

[21]Williamson's "Clyde Passenger Steamers," pages 348 to 351.

[22]James Napier's "Life of Robert Napier," page 21.

[23]This was the second of the name—a favourite one after the Duke of Wellington's great victory, and gave rise to the following poetic effusion:—And now amid the reign of peace,Art's guiding stream we ply;That makes our wheels, like whirling reels,O'er yielding water fly.As our heroes drove their foes that stroveAgainst the bonnets blue;On every side the waves divideBefore theWaterloo.—Millar's "Clyde from Source to Sea," page 179.

[23]This was the second of the name—a favourite one after the Duke of Wellington's great victory, and gave rise to the following poetic effusion:—

And now amid the reign of peace,Art's guiding stream we ply;That makes our wheels, like whirling reels,O'er yielding water fly.As our heroes drove their foes that stroveAgainst the bonnets blue;On every side the waves divideBefore theWaterloo.—Millar's "Clyde from Source to Sea," page 179.

And now amid the reign of peace,

Art's guiding stream we ply;

That makes our wheels, like whirling reels,

O'er yielding water fly.

As our heroes drove their foes that strove

Against the bonnets blue;

On every side the waves divide

Before theWaterloo.

[24]Millar in "Lecture on Naval Architecture and Marine Engineering at Glasgow Exhibition, 1880-81," page 138.

[25]"Greenock Advertiser," August 6th, 1819.

[26]"Steamboat Companion" for 1820.

[27]Millar, "On the Rise and Progress of Steam Navigation." Lectures at the Glasgow Exhibition (1880-81), page 138.

[28]Hodder's "Life of Sir George Burns, Bart.," page 161.

[29]Williamson's "Clyde Passenger Steamers," page 32.

[30]Lindsay's "History of Merchant Shipping," vol. iii., pages 78 to 80.

[31]Weir's "History of Greenock," page 89.

[32]Williamson's "Memorials of James Watt" (1856) page 228.

[33]"Greenock Advertiser," July 5th, 1839.

[34]"Greenock Advertiser," February 5th and May 25th, 1835.

[35]Fincham's "History of Naval Architecture," page 294.

[36]Sir Thomas Sutherland, in the "Pocket Book of the P. and O. Company" (1890), page 15.

[37]Fincham's "History of Naval Architecture," page 235.

[38]Sir John Ross's "Steam Communication to India by the Cape of Good Hope" (1838), page 31.

[39]"Greenock Advertiser," January 22nd, 1839.

[40]Fincham's "History of Naval Architecture," pages 320 and 321.

[41]Lindsay's "Merchant Shipping," vol. iv., page 86.

[A]It is difficult to determine in all cases the basis on which horse-power was computed. The figures given represent nominal horse-power, and in Sennett and Oram's "Marine Steam Engine" (page 3), the indicated horse-power is, for this early period, recorded as 1.8 times the nominal horse-power.

[42]"Practical Mechanic's Journal," vol. i., 1853.

[43]The number of steam vessels belonging to the United Kingdom in 1849 was only 1142, of 158,729 tons; Sweden, which was second among the nations of the world, had only about one-tenth of this tonnage.—Porter's "Progress of the Nation," page 626.

[44]Holmes' "Marine Engineering," page 74.

[45]Rankine's "Steam Engine," page 502.

[46]"Transactions of the Institution of Naval Architects," vol. xxviii., page 141; and vol. xxx., page 278.

[47]Lindsay's "Merchant Shipping," vol. iv., page 434.

[48]"Proceedings of the Institution of Naval Architects," vol. xi., page 152.

[49]Lindsay's "Merchant Shipping," vol. iv., page 435.

[50]Pollock's "Modern Shipbuilding, and the Men Engaged in it," page 199.

[51]"Proceedings of the Institution of Mechanical Engineers" (1901), page 608.

[52]Charnock's "History of Marine Architecture," vol. iii., page 245.

[53]The "Greenock Telegraph," May 4th, 1849.

[54]Sir Nathaniel Barnaby's "Naval Development of the Century," page 140.

[55]Sennett and Oram's "Marine Steam Engine," page 3.

[56]Fincham's "History of Marine Construction," page 332.

[57]Ibid., page 344.

[58]Sir Nathaniel Barnaby's "Naval Development of the Nineteenth Century," page 113.

[59]Sennett and Oram's "Marine Steam Engine," page 10.

[60]"Proceedings of the Institution of Naval Architects," vol. xxx., page 278.

[61]"Proceedings of the Institution of Naval Architects," vol. xxx., page 287.

[A]Battleship,Barfleur.

[B]Battleship,Canopus.

[C]Armoured Cruiser.

[62]"Encyclopædia Britannica" (1898 edition), vol. xi., page 288.

[63]"Engineering," vol. lxxix., page 577, May 5th, 1905.

[64]See "Proceedings of the Institution of Civil Engineers" (1899), vol. cxxxviii., part 3.

[65]"The Engineer," vol. xcviii., page 15.

[66]"Engineering," vol. lxxx., page 415.

[67]"Engineering," vol. lxxx., page 420.

[68]FromLloyds' Registerwe classify, according to speed, the numbers of British and Foreign, and of Oversea and Channel, Steamers, of over 16 knots.Speed.British.Foreign.Oversea.Channel.Over 20 knots4226175119 to 20 knots231172718 " 19 "3814153717 " 18 "5349673516 " 17 "70567749226156183199

[68]FromLloyds' Registerwe classify, according to speed, the numbers of British and Foreign, and of Oversea and Channel, Steamers, of over 16 knots.

[69]For further references to the rate of construction, seeEngineering, vol. lx., page 813, where it is noted that ten vessels, aggregating 26,000 tons, were built for the China Navigation Company in nine months.

[70]See page 22,ante.

[71]SeeEngineering, vol. lxxx., page 418.

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